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A. COATS AND W.. CAMERON.

INTERNAL COMBUSTION ENGiNE.

APPLICATiON FELED JULY 10 1914.

1 364,482. Patented Jan. 4, 1921.

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A. GOA-TS AND w. CAMERON;

INTERNALCOMBUSTIION ENGINE.

APPLICATION FILED JUL Y 10119.

Patented Jan. 4,1921.

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WITNESSES.

A. COATS AND w. CAMERON. INTERNAL COMBUSTION ENGINE -Awucmou FILED JULY 10,4914.

1,364,482. Patented Jan- 4,1921,

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ALLAN COATS, or NEWARK, NEW

INTERNAL-COMBUSTION ENGINE. I Y

Specification of Letterslatent.

JERSEY, Aim wILL IAM CAMERON, or [raisi l Patented-JanA; "1921;

Original application filed July 18,1910, Serial o-572149'1. .Livide'd and m1; ab ngtign y1o,

1914. 1 Serial 110,850,094.

'tion Engines, of which the following a specification.

This invention relates especially to means controlling the inlet and exhaustof internal combustion engines and moreparticularly such engines of the four-cycle type, thepresent application being a division of our prlor application semi No. 572,491 filed July The objects of the invention are to provide a control comprising a sleeve in which there are two motions of difierent kinds, one longitudinally reciprocatory and the other rotary; to obtain by a combined reciprocating and oscillating motion a movement of the sleeve-valve port in the same direction along its path across the cylinder port; to thus secure such a movement of the sleevevalve port without turning the sleevevalve through successive complete rotations; to utilize the reciprocatory motion-to control the opening of the exhaust and closing of thesuction or inlet, and the rotary motion to control the closing of the exhaust and the opening of the suction; to provide suitable means for producing the said two motions; to, secure by such two motions aneflic ient lubrication of the surfaces in contact, and to obtain other advantages and resultsas may be brought out in the following de scription. i

Referring to the accompanying drawings, in which like numerals of reference indicate the same parts throughout. the several figures,

Figure 11s a central section of a vertical engine havinga sleeve-valve and suitable operating mechanism for giving said sleevevalve both a reciprocating and an "oscillating motion;

Fig. 2 is a diagrammaticillustration of the sleeve valves of two cylinders of an enginesuch as shown in. Fig. 8 and operating mechanism therefor; I j

Fig. .3..isa crQSS-sectionof the same, showingthe engine cylinders and taken'through the inlet and exhaust Ports offjs aid Cylinders; I

"fFigs. 4 and5 are diagrammatic elevations of thesleeVe-valve with thesleeve-valvefcasm iii-section, Fig. 1 Showing the ere:

ments bfthe portlat the opening of the ex haust'fand' at' ith closing of thejex- YFig SQ 6 and 'Lshow diagrammatic-all the 1 same sleeve-valve with itsJcasing, itsel. and

the cylinder in central longitudinaii section, Fig. 6 illustrating the movement of the port;

at the opening ofsuction or inlet and Fig, at the closing ofthesame. a I i In said drawings and referring particularly to Fig.1, 701 indicates the piston of an internal combustion engine working in in which the sparkplug 7 05 is mountedas' is common, The spiral wheel 46 which is driven 'fromthe engine crank shaft 707 in any suitablemanner gears f into the wheel 47 whose -revolutions ,are one-half that of the" engine crank shaftl Wheel 47 is provided with crankypin48 which is free to' move in thedirection of its axis, and-has an eye formed on its end through which passes a p1nj4l9 secured 'tothe sleeve' valve 7 06. f The pin 'is free to partly rotate about the axis ofthe hole inthe crankpin 48, andthus as thefouter sleeve-valve is oscillated the same pin 49 can turn slightly in saidKhole or eye ofthe crank pin as it follows its curved. path/ Thejcrank "pin 48 can also slide in and hire.

The movement Whichis given to the sleeve i valve 706by'the crank pin 49 causes the ex-' haust port 712and' the :inlet'rport 713 to registerat the proper times with the ex? haus't andinlet ports 710 and 1-1 inthe cyl inder for the purposeof exhausting and adout, to accommodate this :same curvamitting the I working 'fluiclfrom and to the I 7 cylinder. During the compression and firing strokes or periodsthe exhaust and .inlet ports 712, 713 are placed "above the ports 710, and 711 and on to the spring ring 719.

We'do 'not bind ourselves to, the details of I .the'dri'v'e showmas forflinstance the pin 48 may be integral with the spiral wheel. 47

a sl deyii i a ite l lwl fl e 91. th

wheel 47 may rotate on a central pin instead of as shown, or any other means may be used to give thesleeve valve 706 the described which may consist of any number of. such units, each unit being of the construction shown in detail in Fig. 1. The units are denoted by the Roman numerals I and II, and only one exhaust and suction port is shown in the sleeve-valves and cylinder in Fig. 2, for clearness.

Referring to unit I, Figs. 2 and this unit has just completed its compression stroke or period and is entering on the firing period of its cycle. The exhaust port 712 and the inlet port 713, are both above the exhaust and inlet ports 710, 711 of the cylinder, and on the spring ring (not shown) the rotary part of the movement which the sleeve valve 706 has is rapidly bringing the exhaust port 712 into line with the exhaust port 710 in the cylinder, and at the same time, the said movement is rapidly taking the inlet port 713 farther out of alinement with the inlet port 711 in the cylinder. As the firing stroke proceeds and toward the end of that period the reciprocating component of the combined movements given to the sleeve-valve predominates and both ex haust and inlet ports are rapidly taken oif the spring ring, but only the exhaust port 712 is in alinement with its cyclinder port 710. Therefore at the end of the firing period, the exhaust port 712 begins to register with the exhaust port 710 in the cylinder, thus opening the exhaust port by the reciprocating component of the combined movement.

Referring to unit II, Figs. 2 and 3, this unit has completed its firing stroke or period and is on the exhaust period of its cycle.

The reciprocating movement still predominates and the sleeve-valve 806 has now about its maximum downward velocity and as the exhaust periodof the engine cycle Proceeds,

the exhaust port 812 passes downward into full register with exhaust port 810 in the cylinder. The rotary component of the combined movement now predominates, its direction is changed and toward the end of the exhaust period the movement is purely rotary. At about this time the exhaust pcriodof the unitscycle is closed by the edge of the exhaust port 812 in the sleeve valve passing out of register with the port 810 in the cylinder, it being remembered that the sleeve'valve is moving from right to left when looking at exhaust port 812. Shortly after the closing of the exhaust port 810 in the cylinder, the edge of the inlet port 813 passes the edge of the inlet port 811 in the cylinder and the inlet ports 813 and 811 in the sleeve-valve and cylinder begin to register, the ports 813 and 812 being still in the same horizontal plane as ports 810 and 811. The exhaust period is thus closed and the inlet or suction period opened by the rotary movement of the sleeve-valve 816.

Figs. 4 to 7 inclusive, illustrate diagrammatically one cycle of the valve or port movements with reference to one unit such as shown in Figs. 1,2 and 3, the position of the ports in the sleeve-valve in relation to those in the cylinder being indicated for the opening and closing of the exhaust period of the units cycle and for the opening and closing of the inlet or suction period of the units cycle. Theposition of the ports in the sleeve-valve during the compression and firing periods is indicated in Fig. 2 on unit I. Figs. 4 and 5 are part sectional elevations of a cylinder for a unit such as shown by Figs. 1, 2 and 3, the section being through the sleeve valve casing in order to show the exhaust-port 712 in the sleeve-valve. Figs. 6 and 7 are sectional elevations of the said cylinder, the section being through the center line of the sleeve valve-casing, sleeve-valve and cylinder in order to show the inlet ports more clearly. Only one inlet and exhaust port is indicated to avoid confusion, but the number and location of the ports in sleeve valve and cylinder are as indicated in Fig. 3.

Referring to Fig. 4, the unit has completed its firing period and is about to commence its exhaust period, its crank pin 756 is moving in the direction of the arrow. The sleeve crank pin 48 is moving in the direction of the arrow and the path of a point on the inner surface of the sleevevalve is shown by the ellipse. Then the units crank-pin 756 and the sleeve-valve crank-pin 48 occupy the positions indicated, the movement of the sleeve-valve is practically in a vertical direction as the reciprocating component of the combined motion predominates, and at this instant its downward velocity is a maximum. The exhaustport 712 in the sleeve is rapidly moving oif the spring ring 719 and coming into register with the exhaust 710 in the cylinder, thus opening the exhaust port 710 in the cylinder by the reciprocating movement of the sleeve valve. As the exhaust period of the units cycle proceeds the reciprocating component of the combined movement disappears and at about the end of this period the movement of the sleeve-valve is practically purely rotary. The sleeve-valves crank-pin 48 having reached the position shown in Fig. 5, the units crank pin 56 is also in the position indicated in the Fig. 5. The sleeve valve is now moving in the direction of the arrow with about its greatest velocity, rapily closing the exhaust port 710 in the cylinder by the edge of the exhaust port 712 in the sleeve-valve passing the edge of the exhaust-port7 1 0;. On ,.the crankpins 756, and

4&8. moving. farther around in the. indicated M direction, the exhaustport is completely closed and the inlet port 7l3beginsto, regis-v ter 'with theinlet port v711 inthe. cylinder.

This is shown in, Fig. 6. From; the positien bined movement still greatly predominates and that-themovement of thes'leeve-valve is, still practically purely rotary. ,As the,

inlet port 713 is situated about diametrically opposite the exhaust port712, see Fig. 3, it moves as shown by the dotted arrow in Fig. 6. Thus the closingof the exhaust period and opening of the inlet or, suction period of the units cycle is brought about by the rotary movement of the sleeve-valve. As the suction or inlet periodof theunits cycle proceeds, the rotarycomponent of the combined .movement' 1 disappears I and when the crank pins 756 and 48 reach the .positions, indicated in Fig. 7,, theqmovement of the sleeve-valve 706,. as will be obvious {from the position; of its crank-pin, 4.8, is practi- 'cally ina vertically upward direction, the motion at this instant being purely a ortion of a reciprocating movementr he sleeve-valve has now about'itsgreatest 'upwardvelo'city and-the inlet-port 713 ,is rapidly taken out of register with the inlet port 711 in the cylinder and placed on the spring ring 719, thus closing the suction period-of the enginecycle by the reciprocating move-- ment-of the sleeve-valve. On theclosure of the inlet-port 710, the unit enters on the compression period of its cycle and as this period progresses th'e reciprocating component of the combined ,"movement or disappears, and at about the endof the-said period the motion of thesleeve-valve is practically purely rotary and in the opposite direction from that shown in Figs. 5 and 6, being now in the direction of the arrow shown in Fig. 2, unit I. On this Fig. 2 is shown the position of ports 713, 712 which are as before mentioned on the spring ring 719 and the unit is justentering on the firing period of its cycle at the end of which the sleeve-valve 706, its ports 712 and 713, and crank pin 48 again occupy the positions shown in Fig. 4.

We are aware that various other modifications of construction could be made without departing from the spirit and scope of our invention, and we do not wish to be understood as limiting ourselves to any particular means of obtaining the cycle of valve or could be located-upon the-inside of the cylinder,- ;and still our new cycle ofvalve or port novementsjsecured with success.

- --.:E t er We, w u d ha e i iun erstoodthatgalthough we havezin every case shown the spring, ring to be above the ex haust and inlet ports l inflthe, cylinder, we 3 may place the; spring ring below these ports,

in; case the downward part of the reo procat ngmovement given tothe sleeve valve would determine the closureof the in let or suction period of the engine cycle,

andthe upward part of the said movement determine the opening of the exhaust period of the engine cycle. The crank or eccentric operating the said sleeve-valve would turn i n the..opposite direction to thatshown by I i tl1e arrows, while theposition ofthe crank or eccentric operating the sleeve valve gine cycle, be altered.

performing thatp'ortion of its cycle which effects the "closure of the exhaust period and 7 opening .ofthe suction or inlet period of the engine; cycle, the rotary movement of the sleeve-valve is 111 one d1I'6Ctl0I1.-

' It will benotedthat because of thetwo motions of different kinds ,which are imparted, to: the sleevevalve distribution of lubricant upon the twocontacting surfaces 1s greatlyfacllitated, andso a more perfect lubricat ng secured thanby a purely reciprocating f, or; purely rotary, motion. g H aving thus. described the invention, wha e aim a In an internal combustion engine, the combination with acylinder having inlet and. exhausthports, a piston, and" a crank shaft, of. a sleevejn axial'coincidence with said cylinder andhaving ports adapted ;.to register with said ports of the cylinder, a rotary member at one side of said sleeve having its axis substantially perpendicular to the axis of the sleeve in a plane substantially In every instance, when the sleeve-valve is 7 perpendicular to the crank shaft, a crank 7 pin pivotally connecting said rotary memher and sleeve and slidable with respect to one of said parts, and-means for rotating said rotary member from the crankshaft.

2. In an internal combustion engine, the

combination with a cylinder having inlet and exhaust ports, a piston, and a crank shaft, ofa sleeve in axial coincidence with said cylinder and having 'portsadapted to its axis substantially perpendicular. to "the axis of the sleeve in a plane substantially perpendicular to the crank shaft, acrank pin slidably mounted insaid gear wheel, means pivotally connecting said crank pin to the sleeve, and'means for driving said gear wheel from the crank shaft.

register with said ports of the cylinder, at gear wheel at one side of said sleeve having I and being slidable with respect to one of said parts.

4. In an internal combustion engine, the combination with a cylinder having inlet and exhaust ports, a piston, a crank shaft, and a valve shaft substantially parallel to said crank-shaft, of a sleeve in axial coincidence with said cylinder and having ports adapted to register with said ports of the cylinder, a worm wheel having its axis in a plane substantially perpendicular to the said valve shaft, a crank pin pivotally connecting said worm wheel and pin and having a sliding engagement with one of said ports, and a worm situated on said valve shaft engaging said worm wheel.

5. In an internal combustion engine, the combination with a cylinder, a piston, and a crank shaft, of a sleeve valve for said cylinder, a valve shaft at one side of a plane through the axes of said cylinder and crank shaft and substantially parallel to the crank shaft, and means transverse to said valve shaft connected at one end to the valve shaft and at the other end to the sleeve valve for imparting to said sleeve valve a combined reciprocatory and oscillatory movement.

6. In an internal combustion engine, the combination with a cylinder, a piston, and

a crank shaft, of a sleeve valve for said cylinder, avalve shaft parallel to the crank shaft, and means transverse to the valve shaft connected at one end to said valve shaft and at the other end to the sleeve valve for imparting to said sleeve valve a combined reciprocatory and oscillatory movement. I

7. In aninternal combustion engine, the combination with a cylinder, a piston, and a crank shaft, of a sleeve valve for said cylinder, a valve shaft at one side of a plane through the axes of said cylinder and crank shaft and substantially parallel to the crank shaft, and means transverse to said valve shaft for imparting to said sleeve valve a combined reciprocatory and oscillatory movement, said means including a member connected at one end to the valve shaft and at the other end to the sleeve valve and held by one of said connections always-parallel to a "iven line.

8; In an internal combustion engine, the combinationwith a cylinder, a piston, and a crank shaft, of a sleeve valve for said cylinder, a valve shaft parallel to the crank shaft, and means for imparting from said valve shaft to the sleeve valve a combined reciprocatory and oscillatory movement, said means including a member transverse to the valve shaft connected at one end to said valve shaft and at the other end to the sleeve valve and held by one of said connections always parallel to a iven line.

' AL AN COATS.

I W. CAMERON.

Witnesses as to Allan Coats:

HOWARD P. KING,

JANET A. AYERS. Witnesses as to William Cameron:

ELLEN DOLSWELL,

J G. CAMERON. 

